Means of carburetion



p 2; 1930. J. P. REMINGTON 1,714,725

mums OF CARBURETION Filed Feb. 26, 1925 2 Sheath-Shan 1 FIG: I.

WITNESSES INVEN'TQR:

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TORNEYS.

WITNESLSE-S Patented Sept. 2, 1930 PATENT OFFICE JOSEPH PERCY REMINGTON,OF PHILADELPHIA, PENNSYLVANIA MEAN S F CARBURETION Application filedFebruary 26, 1925. Serial No. 11,686.

This invention has reference broadly to systems of carbureting liquidfuels, while it relates more specifically to the gasifying ofhydrocarbons for admixture with air as the a explosive media used ininternal combustion engines. Heretofore the production of a propercombustible mixture for use in internal combustion engines has beenattended with difficulty in admitting liquid combustible properlyproportionate to the varying demands incident to throttle opening andclosing. Another difliculty is associated with the complete atomizationof the hydrocarbon before entry into the combustion zone. Bear- 16 ingin mind the recited objections, it is highly important that no fuelshould enter the combustion chambers or even the intake manifold unlessit is completely atomized. Concurrent with advancement in the art, anduse 0 of inferior grades of fuel, considerable attention has beendevoted to improving the carburetors for supplying fuel; but here again,considerable difficulty has evidenced itself and become increasinglyserious since the quality of fuel has steadily deteriorated.

Under present practice, I have observed two apparently insurmountableperplexities to the successful operation of automobile motormetering-throttles; namely, the lack of means efiective to turn-off theflow of fuel, when the motor is not running, other than the handthrottle-which a driver may readily forgetand means to automaticallyregulate the flow of fuel for any given position of said throttle.

An important object ofmy invention is to effectively overcome the aboverecited objections and disadvantages by supplying fuel direct to thesub-atmospheric side of an engine throttle through the medium of meanswhich I preferably term an automatic load control or feed.

Another object is to feed the fuel direct to the point of greatest airrestriction, and to automatically relieve said air restriction incidentto the throttle opening.

With the foregoing objects in view, which will more fully appear as thenature of my invention is better understood, the same es-- sentiallyconsists in the novel means of-caring throttle which forms the buretionhereinafter described, typically illustrated by the annexed sheets ofexplanatory drawings, and tersely recitedin the subjoined claims.

In the drawings Fig. I, is a conventional representation showing theapplication of 'my novel device to the intake manifold of an internalcombustion engine.

Fig. II, is a plan view-to an enlarged 60 scaleof what I term theadapter or metersubject-matter of this invention.

Fig. III, is asectional view, taken as indicated by the arrows IIIIII inFig. II.

Fig. IV, is a vertical section, taken substantially as indicated by thearrows IV-IV in Fig. II.

Fig. V, is a plan view of a slightly modilied form of the invention;and,

- Fig. VI, is a sectional view, taken as indicated by the arrows VIVI inthe preceding illustration.

Referring more in detail to the drawings a standard type of automobileengine is comprehensively designated by the numeral 5, the intakemanifold 6 whereof is fitted with a conventional elbow 7, to the lowerend whereof my novel metering throttlegenerally indicated at 8-iscoupled. This device 8 comprises a cylindrical section 9, having anappropriate flange 10 at one end, whereby it may be coupled to themanifold elbow 7, or directly attached to the manifold 6; the other endof said section constituting the air inlet 11.

At opposed points across the section 9 I conveniently provide anintegral bushing 12 and a cupped projection 13, the latter beinginternally screw-threaded to accommodate a removable plug 14, as well asembodying a nipple 15 to which the fuel feed pipe 16 is connected bymeans of an appropriate adapter coupling 17. Journaled across thecylindrical section 9 by a partially tubular shaft 18 is a butterfly ormetering throttle 19, said throttle-as best understood from Figs. IV andVIbeing pivotally supported to one side of its center line, therebyaffording two unequal lobes 20, 21, the latter of which is preferablycounter-weighted or thickened. Or, the metering throttle 19, may be madein two separate parts, as shown in Figs. V and V1, with the smaller lobe20' fixed to the tubular shaft 18 while the larger or weighted lobe 21is pivoted thereon through provision of hinge members 32; said lobesbeing normally retained co-planar under the action of a recoil spring 33applied about the shaft 18, with the free ends impinging the upper facesof the lobes 20' and 21, as shown, so that the latter is affordedpivotal movement independent of the former, in an obvious manner. Themetering-throttle 19, it will be understood, is destined, by virtue ofits overbalanced eccentricity to offer sufficient resistance to freeopening as will enable it to hold an almost closed position in a slowair stream but to occupy a wide open posture under a full speed airstream. Further, it is to be noted, the spring 33 is of suitablestrength to yield whenever air pressure on the underside of the throttle19 is sufof the throttle shaft 18.

ficient to lift said throttle and hence such automatic change'abilityefi'ectively establishes what I have hereinbe'l'ore referred to as theload control.

A manually operable lever 22 is freely journaled on the bushing 12 toprevent undue pressure being imparted tothe throttle shaft 18, and it isprovided with a protruding lug 23 fitted with a set screw 24, the end ofwhich abuts a projecting member 25 rigidly collared or otherwiseattached at 26 on the outer end The shaft 18 is also provided with a cammember 27housed within the hereinabove referred to cupped projectionl3that controls a pin or metering valve 28 reciprocable within the bore29 of the nipple 15. This pin or metering valve 28, controls the feed ofliquid fuel as later on explained, while it operates auton'iaticallywith movements of the metering throttle 19; and manually, for purposesof closure. Attention is particularly directed to the fact that, thetubular shaft 18 is axially bored to provide a suitable emission orificeor orifices 30 for the liquid fuel.

From the foregoing it will be evident that the valve 28 is operated bymovement of the throttle or butterfly valve 19, and not by the manualcontrol 22, accept for purposes of 0l08t67'6n From this, it will beself-evident, the two essentials for the successful use of control ofthe described type are positively ensured, since, when the motor 5 isnot running the throttle 19 maintains the fuel valve 28 positivelyseated or. closed whereby leakage is effectively prevented, even throughthe manual control 22 might be left open. Further in hill climbing inhigh at very low speeds the throttle 19 will remain sufficiently closedto cause adequate vacuum to exist in the manifold 6 to lift and spraythe fuel. It is therefore obvious, that the weighted throttle 19 will,by creating suflicient vacuum to lift and spray the fuel, effect arestriction which would reduce the volumetric efiiciency of the motor 5at high speed if too great a lift were required. In other Words, with mydevice, engine speed is manually controlled by movement of the lever 22which, when rocked counterclocluvise (with respect to the showing)permits the screw 24 to press upon the projection 25 that isconveniently secured by a pin to the shaft 18. It is, therefore,apparent that operation of the lever 22, which is connected to eitherthe usual throttle control or accelerator, posi: tively closes the lobe21 or 21', but does not positively open it", said opening being ellectedby differing air pressures acting upon it in opposition to gravity orspring influence.

Briefly, the operation of my novel metering throttle is as follows:\Vhen the motor 5 is not running there will be no flow of fuel throughthe semi-tubular throttle shaft 18 since the weighted throttle 19 will'automati- 'cally-by gravity or spring inlhlence1m1intain the pin ormetering valve 28 closed. Now it will be obvious, that, immediately thestarter button forthe motor is pressed a vacuum will be created at theorifice 30 in the tubular throttle shaft 18. If the throttle 8 isentirely closed, the metering throttle 19 will be rocked or lifted to apoint where the projecting member 25 engages the adjusting screw 24.Incident to the movement just described, the pin or metering valve 28 isfreed to automatically open and furnish liquid fuel instantaneouslyunder the influence of the vacuumusually twenty inchesnormally presentin the manifold 6 under such conditions.

As best appreciated from Fig. III, if the orifice or orifices 30, in thetubular shaft 18, beas showndrilled completely therethrough it providesan initial air inlet through which the suction stroke of the motor 5 candraw air. On the other hand, if this orifice 30 connects only into theaxial bore 31. on the engine side of the metering throttle 19, theaction of the device will be substantially the same but the screw 24must be adjusted to compensatively regulate a proper idling position forsaid throttle, as will be well understood by those conversant with theart Without further explanation.

In practice I have found that with my device fuel may be lifted twentyfeet, and completely blasted at the orifice 30, so that no excess supplyis required. while no choke or heater has been necessary or usedtherewith.

When idling, only about one quart of fuel is required per hour in aboutthe proportions of one part fuel to twelve parts of air. Sincepractically all the air that enters the intake manifold 6' must passthrough the orifice 30Which is of suitable diameterfor idling,

the fuel is completely blasted, while the rificing any of the advantagesof the hereinamount of fuel may be regulated by'the adj usting screw 24;which is functional also to control the idling-gap for the meteringthrottle 19, the engine suction raising said metering throttle until theprojecting member 25 engages therewith.

Again, when the motor is not running, the weighted or spring influencedmetering throttle 19 tightly seats the valve 28 thus preventing leakage.This phase of my invention is of vital importance, as, otherwise,metering the fuel into the intake 6 above the throttle 19 would not beso successful, inasmuch, as many drivers forget to turn off the manualcontrol when leaving a car.

- My invention is readily adaptable to all present fuel feed systems,whether ravity, pressure or pump, and when installed 1n oversizemeetsall the requirements of any known fuel feed device in itself, since thetests. for priming, idling, and ordinary driving have been successfullproven, whereas stunt tests can be met y the oversize throttle with highcompression.

Finally it is to be understood that changes may be made in the size androportion of the several parts and details 0 construction withoutdeparting from the spirit, or sacthe aforesaid section. v

In testimony whereof, I have hereunto signed my name at Philadelphia,Pennsylvania, this 10th day of February, 1925.

, JOSEPH PERCY REMINGTON.

before described invention. Accordingly, the

right is. hereby reserved to make all such changes, or other adaptationsthan the typified examples, which may be reasonably embraced within thescope of the subjoined claims.

Having thus described my invention, '1 claim 1; A carbureting attachmentfor internal combustion engines comprising a cylindrical section with anintegral bushing and an opposing cupped projection; an eccentricallyjournalled throttle supported in said section by a tubular shaft; a camcontrolled fuel supply valve in the cupped projection; and meansassociated with the integral bushing aforesaid limiting automaticopening of the throttle in opposition to difl'ering air pressures.

2. A carbureting attachment for internal combustion engines comprising acylindrical section with an integral bushing and an opposing cuppedprojection; a throttle embodying unequal lobes, one-of which is hingedlymovable relative to the other, said throttle being mounted on a tubularshaft, fuel feeding means in the cupped projection aforesaid controlledby a cam on the tubular shaft and means limiting automatic opening ofsaid throttle under the influence of differing air pressures exertedagainst the movable lobe. v

3. A carbureting attachment for internal combustion engines comprising acylindrical section with an integral bushing and an opposing cuppedprojection a throttle embody-

